Second generation (2008-2020)

2008-2020
Also called - GSX-1300R-K8 (2008), -K9 (2009)
Engine - 1,340 cc (82 cu in), 4-stroke inline-four, liquid-cooled, DOHC, 16-valve, Keihin/Denso fuel Injection, wet sump
Bore / stroke - 81.0 mm × 65.0 mm (3.19 in × 2.56 in)
Compression ratio - 12.5:1
Top speed - 280 km/h on the gps, instead on the dashboard 299 km/h
Power - 147 kW (197 hp) (claimed) . 172.2 hp (128.4 kW) (rear wheel) @ 10100 rpm
Torque - 138.7 N⋅m (102.3 lb⋅ft) (claimed) . 132.6 N⋅m (97.8 lb⋅ft) @ 7600 rpm (rear wheel)
Transmission - 6-speed constant-mesh sequential manual, slipper clutch, #530 chain drive
Suspension - Front Inverted telescopic, coil spring, fully adjustable spring preload, adjustable rebound damping and adjustable compression damping / Rear Link-type, gas/oil damped, fully adjustable spring preload, adjustable compression & rebound damping
Brakes - Front 4-pot Tokico radial mount calipers on 310 mm x 5.5 mm disc / Rear Single hydraulic disc
Tires - Bridgestone Battlax BT015 Front 120/70-ZR-17, Rear 190/50-ZR-17
Wheelbase - 1,485 mm (58.5 in)
Dimensions - L: 2,195 mm (86.4 in) / W: 740 mm (29 in) / H: 1,170 mm (46 in)
Seat height - 805 mm (31.7 in)
Weight - See performance and measurements 250 kg (550 lb) (dry) / 264.0-268.5 kg (582-592 lb) (wet)
Fuel capacity - 21 L (4.6 imp gal; 5.5 US gal) (California 20 L (4.4 imp gal; 5.3 US gal))
Fuel consumption - 7.1 L/100 km; 40 mpg-imp (33 mpg-US)

Suzuki lightly revised the GSX1300R for the 2008 model year, with a minor restyling of the bodywork, and fine-tuning of the engine's head, pistons and exhaust. Though the engine changes were relatively limited, they still yielded a large horsepower increase, and brought the bike into compliance with new noise and emissions requirements.
Planning
In 2004, market researchers from the US and Japan began working to identify which elements of the Hayabusa design had attracted so many buyers, discovering that, in spite of having its looks sometimes disparaged in print, customers were much enamored with the old Hayabusa. A redesign meant to strengthen the bike's appearance without departing much from the original found approval with dealers and focus groups. Underneath the skin, Suzuki decided to save considerable development cost by keeping major portions of the frame and engine unchanged. This was because engineers had determined greater power was possible without a significant redesign of the old engine, even faced with the need to comply with more stringent noise and air pollution rules. The target was to produce more than 190 bhp (142 kW) at the crankshaft, and they delivered 194 hp (145 kW), an 11 or 12 percent increase over the previous output. When the new Hayabusa was released, independent tests bore this out, with 172.2 bhp (128.4 kW) @ 10,100 rpm measured at the rear wheel.
Suzuki's Koji Yoshiura designed the look of the new Hayabusa. He had previously styled the first generation Hayabusa, as well as the Suzuki Bandit 400, RF600R, TL1000S and the SV650. For research, Yoshiura traveled around the United States to bike nights and clubs for a first-hand look at the styling aesthetic of the Hayabusa custom scene and was inspired as much by the look and build of the Hayabusa rider as their custom bikes. While the second generation is very close to the first in overall shape and is largely dictated by wind tunnel tests, the raised lines and curves are meant to suggest a muscular build. Said Yoshiura, "I wanted to create a masculine form that complements a rider's muscular structure with hints of developed bicep, forearm, and calves."
Technical revisions
Engine changes consisted of an increase in stroke by 2 mm, enlarging displacement to 1,340 cc (82 cu in). The compression ratio was boosted from 11:1 to 12.5:1 and the cylinder head was made more compact and was given lighter titanium valves, saving 14.1 g (0.50 oz) and 11.7 g (0.41 oz) on each intake and exhaust valve, respectively. The valves were driven by a chain with a new hydraulic tensioner. The pistons were made lighter by 1.4 g (0.049 oz) and used ion-coated rings and shot peened connecting rods. The crankcase breather system had reed valves added to control pressure waves in the intake airbox, a way of avoiding power loss.
Fuel injectors from the GSX-R1000 were used, with smaller 44 mm (2 in) throttle bodies, called the Suzuki Dual Throttle Valve (SDTV) system. It has three selectable options of power delivery for a range of touring to wide open high performance. The exhaust system was overhauled, using a 4-2-1-2 system, meaning four exhaust outlets merging into two pipes, and then joining into a single pipe before splitting into two enlarged, quieter mufflers, which added a few pounds of weight compared to the first generation Hayabusa. The exhaust also included a catalytic converter and an oxygen sensor in order to meet Euro 3 emissions requirements.
The suspension was upgraded with a 43 mm Kayaba inverted fork with sliders having a diamond-like carbon (DLC) coating. The rear shock is also a Kayaba, and the overall suspension is firmer than the previous model. The swingarm is similar in design to the old one but was strengthened. The front and rear remain fully adjustable. The transmission was given a heavier-duty, slipper clutch. The final drive ratio was slightly lower, and gears 5-6 were spaced farther apart, and gear ratios 1-2 moved closer together.
Ergonomic and cosmetic changes for the 2008 model include a higher windscreen, and interlocking gauge faces with a digital speedometer, as well as a new gear indicator and adjustable shift light. The fairing fasteners were hidden to uncomplicate custom paint work. The twin-spar aluminum frame was carried over from the previous version, and wheelbase, rake/trail, and seat height were the same, while overall length grew by two inches, and the taller windscreen added about ½ inch. Weight was saved by omitting the centerstand.
Technical improvements in the chassis include Tokico radial brake calipers, allowing smaller discs and therefore lower unsprung weight, translating into superior handling. Increased front braking power necessitated a sturdier lower triple clamp. The rear brake caliper was moved to the top of the disc, giving a cleaner visual appearance. New 17 inch wheels were designed, using Bridgestone BT-015 radials taken almost directly from the GSX-R1000.
Other changes were a steering damper with a reservoir and dual cooling fans with a larger, curved radiator. Because of increased vibration from the longer stroke, the fuel tank was put on floating mounts. All told, the changes for 2008 resulted in a dry weight of 490 lb (222 kg), 5 lb (2 kg) heavier than the prior generation.
Other developments
Suzuki has dropped the GSX1300R designation in some countries and simply called the motorcycle the Hayabusa.
In October 2009, the company celebrated the tenth anniversary of the Hayabusa in Santa Pod raceway where more than 500 owners of Hayabusas converged. Many events were organized and prizes were distributed to people who visited the event.
There were no changes through the 2011 model year except for new colors.
Alongside the second generation Hayabusa, Suzuki developed the new B-King, a naked bike in the streetfighter mold, using the same engine but with a different intake and exhaust.
Performance and measurements
A silver and blue sport motorcycle with racing numbers and covered sponsor logos. The rider has a reflective helmet and wears brightly colored leathers also covered with logos. His hands on the clutch and brake levers while the front wheel does not turn and the rear wheel spins and emits a cloud of white smoke. Three officials stand close by and observe.
Horsepower - Torque - Weight - Tested by
172.2 hp (128.4 kW) @ 9,500 rpm - 97.6 lb⋅ft (132.3 N⋅m) @ 8,500 rpm - 268.5 kg (592 lb) (wet) - Motorcyclist
164.8 hp (122.9 kW) @ 10,100 rpm - 97.8 lb⋅ft (132.6 N⋅m) @ 7,600 rpm - 250 kg (550 lb) (dry) . 264 kg (583 lb) (wet) - Sport Rider

2008- model year performance
¼ mile (402 m) - 0 to 60 mph (0 to 97 km/h) - 0 to 100 mph (0 to 160 km/h) - Top Speed - Tested by
10.2 seconds - _ - _ - 186 mph (299 km/h) - Motorcycle News
9.7 seconds @ 148.8 mph (239.5 km/h) - _ - _ - 186 mph (299 km/h) - Cycle World Feb. '08
10.14 seconds @ 142.54 mph (229.40 km/h) - _ - _ - 186 mph (299 km/h) - Motorcyclist Dec. '07
9.75 seconds @ 147.2 mph (236.9 km/h) - 2.6 seconds - _ - 186 mph (299 km/h) - Cycle World Mar. '08

Burnout at the Brighton Speed Trials, 2008

wikipedia.org (en)